Fluid pressure brake



) I 3 Sheets-Sheet 11' H. S. PARK. FLUID PRESSURE BRAKE.

(No Model.

Patented M21123, 1896.

(No Model.) 3 Sheets-+Sheet 3.-

-H. S. PARK. FLUID PRESSURE BRAKE.

- No. 555,877,. Patented Mar. 3, 1896.

U ITED STATES PATENT OFFICE.

HARVEY s mian, or CHICAGO, ILLINOIS, ASSIGNOR TO ALBERTIL one,-

- or SAME PLACE.

FLUID-PRESSURE BRAKE.

SPECIFICATION forming part of Letters Patent No. 555,877, dated March 3,1896. I

v I Application iiled September 30, 1895. Serial No; 564,116. (Nomodel.)

To all whom it may concern.-

- Be it known that I, HARVEY S. PARK, a citi-.

zen of the-United States, and a resident of the cityof Chicago, in thecounty of Cook and State'of'Illinois, have invented certain new anduseful Improvements in Fluid-Press ure Brakes, of which the following isa specifica'tion.

' The objectof my invention is to provide an automatic brake forrailways which shall be simple in construction and positive and reliableinaction; and my-invention consists in the features and details; hereindescribed.

In the-drawings, Figu'r'el is a'longitudinal view of the apparatus-online 1 of Fig. 2; Fig. 2, a cross-sectionon line 2 of Fig. 1-. Fig. 3 isaview-of the emergency-valve of the apparatus in elevation and showingthe rear or inner side. of the valve; Fig. 4, a. sectional 2o view ofthe-emergency-valve and a part of the valve-casing, showing portsandpassages for v balancing the valve and drawn on line 4 of Fig. 2. Fig. 5is a longitudinalview of the apparatus,-tl1e parts shown in dotted linesbeingon line 15 of Fig. 2 and'the parts shown in full lines on line 5"of Fig. 2 and showing theparts in position for making a service stop.Fig. 6 is a cross-section on line 6 of Fig. 5. Fig. 7 is a face view ofthe emergency-valve, showing the ports and passages located thereon. FigSis a view of the seat of .the emergency-valve, showing the ports andpassages located therein: Fig. 9 is a longitudinal view of the apparatuson line 9 of Fig. 6, showing the position of the parts in makinganemergency stop. Fig. 10 isaviewshowingaspring. that is fixed to theemergency-valve to hold.

- it properly to its seat; and. Fig. 11 -is a view on line'll of Fig. 6,showing'the ports and passages leading from chamber F to the atmosphere.

- In the drawings, A is a wall or casing forming a chest or chamberin'which thedevice actuates, and A a bushing fitted to the casing andforming an air-tight lining for the casiz= g. The chamber 0 is formed bythe casing A, in which the device operates, which chamber is of acylindrical form, its upper part being smaller than its lower part. Abyport a is formed in the bushing A, wl1ichpermits the-air topass thepiston B when the piston-is in its normal position, whereby theauxiliary'reservoir is fed with air from the trainpipe. I

B is a piston working and operating in the chamber '0 and actuating theemergencyvalve D-by means of thestem B, which eX- tends toand into theupper part of chamber .0. The piston actuates the emergency-valveon itsdownward move by ahead on its upper end abutting arms that extend fromthe rear portion of the til we and across the chamber G, and it actuatesthe valve on its upward move by a shoulder on itslowerend abutting armsthat extend from the rear and lower part of the valve across thechamber'C. These arms cross the chamber 0 and operate in a channel orgroove cutin the bushing A and form a guide for the emergency-valve.

- The valve 1) is the emergency-valx e of the device and is balancedasto the ports and passages leading from the train-pipe to thebrake-cylinder,- byreason of havingthe air in these ports and passages,governed by the valve, to be the same pressure per square inch as thepressure onthe opposite side of the valve,- thereby enabling the valveto bemoved or 1 actuated with a very small pull. This valve is providedwith arece'ss- (Z, which connects the ports andpassages leading from thetrain-pipe to the brake-cylinder when the valve is making its fulltravel, and forms a communication through which the air flows from thetrain -pipe to the brake-cylinder. In

the emergency-valve is a recess (1, which,

(when thevalve is inits normal position, con- .nects the passage or port6 leading from chamber 0 to the brake-cylinder with the passage or port6'' leading from the chamber C to the atmosphere, and forming an-openway 0 from the brakc-cylinder tothe atmosphere. In the valve D is also arecess-(Z which on the valvcs full travel connects with port or passage6 located in the bushing A leading to and connecting with passage 6 withthe 5 passage'g, which leads to chamber F. By

means of thesegports and passages the cmergcncy-v'alve forms an open wayfrom chamber F to'the atmosphere. A slot or passage d is provided in theemergency-valve and when the valve is in its normal position andbilemaking its first travel the slot connects the recess (1 also while thevalve is in its normal position and making its-first travel. A

. chamber E is preferably formed on and integ ral with theemergency-valve, and is provided with a piston E, havinga stem E carriesa valve-E which is the service-valve 'of' the. device. A screw-plug E isfitted into the upper part of the chamber E, closing its upper end andforming a seat forthe servicevalve, and a passage 6 is formed in theplug and leads to a recess d 'in the emergencyvalve. A, passage e is'formed in' the emergency-valve, the upper end or opening connectin gwith the lower part of chamber E and its lowerend opening in the face ofthe emergencywalve. While the emergency-valve is in normal position andmaking its first travel this passage connects with the port or passageG, leading from the train-pipe through the passage N. Through thepassage G and e the train-pipe air is fed to the chamber E below thepiston ,E. An opening or passage e? is formed in the wall of chamber Eadmitting auxiliary reservoir air to the chamber E above the piston E.

A casing L is fixed to the lower end of casing A, closing its lower endand forming the chamber L', in which is located and operated the stem M,whose upper end passes through the wall L and terminates in the chamber0. This stem has a shoulder'thatabuts the wall to prevent its furtherupward travel, and is surrounded by a spring abutting against the underside of the shoulder, the lower end of the spring pressing against a nutL screwed into the casing L.

The passage N is formed in the casing A into which the train-pipe N isscrewed. A strainer n is placed in the passage N and is removed andreplaced by means of the plug N screwed into the casing A. The passage Gis formed in the casing A, leading upward and inward and terminating inthe chamber 6, but covered by the emergency-valve. 1 The passage N isformed in the casing A and casing L and leads from the passage N to thechamber 0 below the piston B. The chamber F is formed in casing A. Apassage G is formed in the casing A, one end terminating in chamber Fand leading downward and in- "ward, its other end terminating in chamber0, but covered by the emergency- 'alve. A passage 9 is formed in thecasing A with one end terminating in the lower part of chamber F, andits other end terminating in the chamber C, but covered by theemergency-valve. This passage connects with the recess d, while theemergency-valve is in normal position and making its first travel. Inthe chamber F is located valve F, connected to a piston F and held toits seat by air-pressure from the auxiliary reservoir, entering throughthe slot d passage g, recess (1, and passage g to the under side of thepiston F The valve F is seated ona seat formed on the tubular flange f,located in, the chamber F, through which flange a passage is formed. Inthis passage is located valve F, seated against the flange, having itsupper stem working in a guide formed by flange F, located in the upperpart of chamber E. This stem is surrounded by. a spring pressing against the valve and guide. Thevalve is of a tubular form, the tube forminga guide for the stem of valve F. The valve F lifts when the air fiowsfrom the train-pipe to the vbrake-cylinder, but is held to its-seat whenthe brake is set for servicestops by air from .the auxiliary reservoir.plate I is fixed to the upper end of the deyice, closing its upperendand connecting the de- 'vice with-the auxiliary reservoir'K.j In thisplate is the passage C, forming a communication between the chamber 0and the auxiliary reservoir, while a passage 11 is formed in the plateI, forminga communication between the chamber F and passage ll,which isformed.

in a tube passing through the auxiliary reservoir to the brake-cylinder.The brake-cylin' der is fixed to the opposite end of the-auxiliaryreservoir in the usual manner. The passage e enters into and throughplate I, terminating and connecting with the passage H. However, therelative position of the auxiliary'reservoir and brake-cylinder abovedescribed may be changed if desired.

In. practice or use, the parts being inv their normal position, as shownin Fig. 1, and air being pumped into the train-pipe passes .into

chamber N and into N and to chamber 0 and around the piston B throughthe by-port a to the upper part of the chamber'C, thence through thepassage 0 to the auxiliary reser- The air will also pass into the slot(1 voir. and the passage 9 to the recess d, and from this recess throughpassage g into chamber F below the piston F and will pass this piston,as it is not fitted to the wall of chamber F soas to be air-tight, andinto the passage G to the under side of the emergency-valve. The airwill also pass through the passage e into the chamber E above the pistonE. The air will also pass from the passage N into the passage G and tothe under; side of the emergency-valve, and from passage G to passage eand into the chamber below the piston E, this chamber haviri gauxiliary-reservoir air above the piston E and train-pipe air below thepiston,which will therefore be in a balanced condition, and theauxiliary-reservoir air-pressurewill hold the service-valve E to itsseat. The piston l is so proportioned as to the piston B that the latterwill make its first travel and abut the stem M before the piston. E willunseat the service-valve. I 4

To set the brakes a reduction is made in the train-pipe pressure and thepiston B will move to the extent of its first travel and abut the stemM. This will close the by-port a and the passage or port 6, and upon afurther reduction of the train-pipe air the piston E will unseat theservice-valve and the auxiliary-reservoir air will flowto thebrakecylinder IIO . set the brakes.

" chamber F to the atmosphere.

the brakes will remain setl set the brakes with a, greater pressure, afurthrough the passage 6, recess d, and passages 6 H, and H tothebrake-cylinder and When the auxiliary-reservoir pressure has beenreduced to equal the train-pipe pressure, the pressure on'theservice-valve E will cause the same to seat and If it isdesired to therreduction is made in the train-pipe pressure and the piston E will againunseat the service-valve and a further flow of auxiliaryreservoir air tothe brake-cylinder will occur, and this can be continued until theauxiliaryreserv-oir air-pressure and the brake-cylinder air-pressurewill be equal, Upon a restoration of the train-pipe air-pressure thepiston B will move to its normal position and re lease the brakes. Thepositions of the piston 13, the emergency-valve, and the service-valvein the foregoing operation are shownin Fl '5.

To set the brakes for an emergency a-reduction is made in the train-pipepressure in order to have thepressure on the piston B move it throughits first travel and to overcome the resistance of the spring around thestem M, and the piston will move to its fullest travel to the positionshown in Fig. 9 and carry with it the emergencyzvalvc. The recess (1will connect the passages G and'G as the valve travels downwarchbutbefore connecting them it will close the passages g and g from recess(Z,-

and as the connection of passages G and Gis made the recess d willconnect the passages g and e, forming an open way from chamber F belowthe piston F to the atmosphere, at which time the pressure above thepiston in chamber F will move it downward, unseating the valve F andseating the piston on a gasket located in the bottom part of chamber F,making an air-tight seating. This will form a large direct passage fromthe train-pipe to thebrake-cylinder that will quickly admit thetrain-pipe air to the brake-cylinder, emptying the train-pipe. In thisposition the emergency-valve will uncover the port e and theauxiliary-reservoir air will flow to the brakecylinder and all thebrakes will set quickly. Whenthe auxiliary-reservoir air is added to thetrain-pipe air in the brake-cylinder the pressure in the brake-cylinderwill be greater than that'in the train-pipe and the valve F will close.The positions of the piston B, the emergenc'y-valve, stem M, valve F,piston F valve F and the connections between the ports and passages inthis operation are shown in Fig. 9.

To release the brakes the pressure in the train-pipe isrestored, wherebythe piston B will travel upward, moving the emergcncyvalve, closing theconnection between passages G and'G, and closing the passage from Thepassages g and will then be connected by the recess (1 and the air fromthe auxiliary reservoir will flow to the lower part of chamber F belowpiston F and the piston will seat the valve F. The further travel of thepiston and the emergency-valve will connect the ports 6 and position, asshown in'Fig. 1.

e wit-h recess d and release the brakes, at which time the parts will bein their normal The only function of the piston I; andthcemergency-valve in the firsttravel of the piston is to close the by-porta and the port or passage from the brake-cylinderto the atmos phere.'Theentire setting of the brakes for service stops byventing.auxiliary-reservoir' air to the brake cylin'der is performed bythe service-valve alone. .Upon the full travel of the piston andemergency-valve the valve first Vents the train-pipe air to thebrake-cylinder and next vents the auxiliar -reservoir air thereto.

The'certain and positive action of the emergency-valve is assured by itsbeing always in.

a balanced condition and moving at every action of the brake, wherebyitssticking from the accumulation of dirt or dust by reason of infrequentuse (as is the case where the emergency-valve is only called into actionin cases of-emergency) is avoided. The balanoingof the emergency-valvepermits it to move with a small reduction of the traimpipe pressure, andthe action of the service-valve is independent of the piston and theemergencyvalve, thereby assuring the certain action of theemergencyvalve if the service -valve --should fail to act.

Although Ihave described more or less precise forms and details ofconstruction, I do not intend to be understood as limiting my selfthereto, as I contemplate changes in form, proportion of parts, andsubstitution of equivalents, as circumstances may suggest or renderexpedient,withou-t departing from,

the spirit of my invention, and, furthermore,

where I have designated certain parts by their reference-letters in thespecification or claims it is obvious that I do so for clearness andcertainty, and not as intending to limit myself to their particular formand location shown in the drawings,

I claim 1. In a brake'mechanism, the combination of a train-pipe, anauxiliary reservoir, a brake-cylinder, a slide-valve actuated by apiston, the preliminary travel of the valve controlling thebrake-release and its further travel admitting air from the train-pipedi-v rect to the brake-cylinder and a service-valve for controlling theadmission of air from the auxiliary reservoir to the brake cylinder,independent of the piston of the slide-valve after the slid e-valve hasmade its preliminary travel.

2. In a brake mechanism, the combination of a train pipe, an auxiliaryreservoir, a brake cylinder, a service valve controlling the admissionof air from the auxiliary reservoir to the brake-cylinder and aslide-valve for controlling the brake-release and also for making adirect connection between the train-. pipe and brakecylinder foremergency purposes, and means. for operating the service- Valve and theslide-valve independently of each other, the service-valve and the slidevalve acting independently of each other when the parts are in serviceposition.

In a brake mechanism, the combination of a train-pipe, an auxiliaryreservoir, a brake-cylin der, a service-valve for controlling theadmission of air from the auxiliary reservoir to the brake-cylinder, andan emer-. gency device consisting of a balanced slidevalve and means foractuating the same, the slidewalve being independent in action from theservice-valvc, and controlling-passages from the train-pipe to thebrake-cylinder.

4:. In abrake mechanism,- the combination of a train pipe, an auxiliaryreservoir, a brake cylinder, a servicevalve controllingauxiliary-reservoir air and a slide-valve balanced as to the ports andpassages between the train-pipe and brake-cylinder, f or operating thebrake-release in initial traverse and governing emergency action in fulltraverse.

5. In a brake mechanism, the combination of a chamber or casi n gcommunicating by passages respectively with the auxiliary reservoir,brake-cylinder and train-pipe, a piston adapted to travel within thechamber, a slidevalve carried by the piston and adaptcd to control thebrake-release port, said valve beingbalanced as to the ports andpassages leading from the train-pipe to the brake-cylinder, a passagedirect from the train-pipe to the brake-cylinder but interrupted by theslidevalve except during the full traverse and a servicevalve interposedin the passage between the auxiliary reservoir and brake-cylinder andbalanced by auxiliary-reservoir pressure and train-pipe pressure.

6. In a brake mechanism, the combination with a train-pipe, an auxiliaryreservoir and a brake-cylindelgof a slide-valve controlling the'b'ake-release, and provided with a chamber, a piston therein, passagesrespectively from the reservoir and train-pipe, and communicating oneither side of the piston, said slide-valve having a passage leadingfrom its chamber to the brake-cylinder and a valve controlling suchpassage and actuated by the piston.

7. In a brake mechanism, the combination of a chamber or casin gcommunicating by passages respectively with the auxiliary reservoir,brake-cylinder and train-pipe, a piston adapted to travel within thechamber, a slidevalve actuated by the piston and adapted to control thebrake-release, the slide-valve having an interior chamber with passagescommunicating respectively with the reservoir, train-pipe andbrake-cylinder and a piston traveling in the slidevalve chamber andbalanced by reservoir and train-pipe air respectively.

8. In a brake mechanism, the combination of atrain-pipe, an auxiliaryreservoir,a brakecylinder, a piston traveling in a chamber, passagescommunicating with the auxiliary reservoir and train-pipe and leadingrespectively above and below the piston, a passage leadingfromthechamber to the brake-cylinder and closed when the pressure in thetrainpipe and reservoir is equalized and the piston thereby balanced andmeans for releasing the brake-cylinder.

9. In a brake mechanism, the combination of a t-rain-pipe,an auxiliaryreservoir,a brakecylinder, a valve controlling the admission ofauxiliary-reservoir air to the brake cylinder and normally balanced byreservoir and trainpipe air to close the passage to the brake-cylinder,a slide-valve controlling the brake-release in partial traverse andforming a direct communication between the train-pipe andbrake-cylinder. in full traverse, said slidevalve being balanced as tothe ports and passages between the train-pipe and brake-cylinder.

10. In abrakemechanism, the combination of a train-pipe,an auxiliaryreservoir, a brakeeylinder a valve arranged in a passage from theauxiliary reservoir to the brake-cylinder and normally closing thepassage by the balancin g action of auxiliary reservoir and train-pipeair, whereby a reduction of pressure in the trailrpipe will open thevalve and admit air to the brake-cylinder,.and a slide valve controllingthe brake-release in partial traverse and making a direct connectionbetween the train-pipe and brake-cylinder in full traverse, saidslide-valve beingbalanced as to the ports and passages between thetrain-pipe and brake-cylinder.

11. In a brake mechanism, the combinationof a chamber or casingcommunicating with the auxiliary reservoir and a brake-cylinder, apiston traveling in such chamber, a slidevalve actuated by the pistonand controlling the brake-release, a passage leading direct from thetrain-pipe to the brake-cylinder and having ports opening against theslide-valve by which the passage is normally interrupted, such valvehaving a recess (1 for connecting said ports at full traverse wherebythe air is admitted direct from the train-pipe to the brake-cylinder foremergency purposes, a piston traveling in a chamber which is formed inthe slide-valve and which communicates with the auxiliary andbrake-cylinder and also with the train-pipe, the reservoir-pressure andtrain-pipe pressure acting on'opposin g faces of the piston within theslide-valve whereby the same is balanced when the pressure equalizes anda valve controlled by the piston and closing the passage to thebrake-cylinder when the piston is balanced but opening the same when thetrain-pipe pressure isreduced and the equilibrium destroyed.

12. In abrake mechanism, the combination of a chamber or casingcommunicating with the auxiliary reservoir and brake-cylinder, a pistonadapted to travel in such chamber, a slide-valve actuated by the pistonand controlling the brake-release, a piston traveling within a chamberformed within the slidevalve, such chamber having passages in communication with the reservoir, brake-cylinder and train-pipe, thereservoir and trainpipe pressure acting on opposing faces of the pistonwithin the slide-valve whereby the same is balanced when 'the saidpressure equalizes, the said last-named piston having a valve-body onthe stem adapted to normally close the passage from the chamber withinthe slide-valve to the brake-cylinder but to be unseated when thetrain-pipe pressure is reduced.

13. In a brake mechanism, the combination of a service-valve controllingadmission of reservoir-air to the brake-cylinder and an emergency-valvecontrolling both emergency action and the brake-release in all actionsof the mechanism.

14. In a railway-brake mechanism, a slidevalve actuated by a piston, thefirst travel of the piston closing the communication between thetrain-pipe and auxiliary reservoir, and the first travel'of the valveclosingthe communication between the brake-cylinder andthe atmosphere,in combination with a valve for venting the auxiliary-reservoir air tothe' brake-cylinder, and independent of the piston.

15. In a railway-brake mechanism, a slidevalve for closing thecommunication between mosphere'and the full travel of the valve ad-'mitting air from. thet'rain-pipe to the brakecylinder. i

17. In a railway-brake mechanism, the combination of a train-pipe, anauxiliar r reservoir, a brake-cylinder and a slide-valve provided with arecess, such valve governing the ports and passages leading from thetrain pipe to the brake-cylinder' and balanced as to these ports andpassages, by train-pipe air in the initial port or passage G andauxiliary reservoir air in the port G and the recess.

18. In a brake mechanism,the combination of a train-pipe, an auxiliaryreservoir, a brakecylinder, a slide-valve having a recess, a directpassage from the train-pipe to the brakecylinder having its courseinterrupted by the .6. o

slide-valve but made continuous when in conjunction with the recess atcertain movements of the slide-valve whereby the two passages Gand Gnormally openupon the face of the slide-valve, a passage cl extendingthrough the slide-valve and a passage 9 conneetingpassage d with theport or passage G through the recess d, whereby reservoir-air pressesupon the slide-valve at G and train-pipe air at G.

19. In abrake mechanism, the combination of a train-pipe, an auxiliaryreservoir, a brakeeylinder, a slide-valve provided with a recess, apassage from the train-pipe opening against the faceof the slide-valve,a second passage from the face of 'the slide-valve to the brakecylinder,such passages forming a direct connection between the train-pipe andbrakecylinder when connected by the recess, and a passage normallyconducting reservoir-air to the said second passage whereby the slide-;

valve will be balanced by the train-pipe pressure andauxiliary-reservoir pressure pressing upon the same face of the valveand against,

the reservoir-air on the other face. 20. In a brake mechanism, aslide-.valv controlling adirect passage between a train pipe and abrake-cylinder; such valve being balancedby train-pipe pressure andauxiliary-reservoir pressure acting in conjunction on one face of thevalve and against auxiliary- I reservoir air acting alone on the otherface.

21,111 a brake mechanism, a slide-valve controlling a direct passagebetween a trainpipe and a brake-cylinder, such valve being balanced byauxiliary-reservoir pressure exerted on both faces.

nAnvEY s. PARK.

Witnesses:

ALBERT II. Lon-B, JNo. B. GROMMES.

It is hereby certified that in Letters Patent No. 555,877, granted March3, 1896,

upon the application of Harvey S. Park, of Chicago, Illinois, for animprovement in a Fluid-Pressure Brakes, an error appears in the printedspecification requiring correction as follows: In line 12, page 4, thehyphen between the words controlling and passages should be strickenout; and that the said- Letters Patentshould he read with thiscorrection therein thait the same may conform to the record of the casein the Patent Ofiice. I

Signed, countersigned, and sealed this 16th day of February, AS. D.,1897.

' JNO. M. REYNOLDS,

Assistant Secretary of the Interior.

[SEAL]- Countersigneaz JOHN S. SEYMOUR,

Commissioner of Patents.

